CN115217619B - Scavenging device, control method thereof and automobile - Google Patents
Scavenging device, control method thereof and automobile Download PDFInfo
- Publication number
- CN115217619B CN115217619B CN202210263539.0A CN202210263539A CN115217619B CN 115217619 B CN115217619 B CN 115217619B CN 202210263539 A CN202210263539 A CN 202210263539A CN 115217619 B CN115217619 B CN 115217619B
- Authority
- CN
- China
- Prior art keywords
- air
- chamber
- piston
- compression
- scavenging device
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
- F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
- F01L9/21—Valve-gear or valve arrangements actuated non-mechanically by electric means actuated by solenoids
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
- F02B19/1019—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
- F02B19/1019—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber
- F02B19/109—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber with injection of a fuel-air mixture into the pre-combustion chamber by means of a pump, e.g. two-cycle engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0242—Variable control of the exhaust valves only
- F02D13/0249—Variable control of the exhaust valves only changing the valve timing only
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
- F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
- F01L9/21—Valve-gear or valve arrangements actuated non-mechanically by electric means actuated by solenoids
- F01L2009/2115—Moving coil actuators
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Abstract
The application provides a scavenging device, a control method thereof and an automobile. The scavenging device comprises at least a main body, a piston assembly and a valve assembly. An air compression cavity communicated with the air suction port and the air outlet is formed in the main body; the piston assembly is arranged in the gas compression cavity; the piston assembly comprises a piston which can move along the air compression cavity so as to form a negative pressure state in the space where the air suction port is positioned, and thus external air is sucked; the piston is moved to seal the air outlet and compress the air in the air compression cavity; the valve assembly is used for opening the air outlet after the air pressure in the air compression cavity meets the set pressure condition so as to output high-pressure air to sweep the waste gas in the precombustion chamber. The cleaning efficiency of the waste gas in the precombustion chamber can be improved.
Description
Technical Field
The application relates to the technical field of engines, in particular to a scavenging device, a control method of the scavenging device and an automobile.
Background
The combustion chamber is used as a part of an automobile engine, is a device for supplying fuel or propellant to burn in to generate high-temperature fuel gas, and is combustion equipment made of high-temperature resistant alloy materials. It is an important component of gas turbine engines, ramjet engines, rocket engines.
The engine includes at least a main combustion chamber, and some engines also have a prechamber. The engine adopting the jet ignition mode of the precombustion chamber can form high-speed jet flame and strong and hot free radical jet when the mixed gas in the precombustion chamber is transmitted to the main combustion chamber through the small holes of the precombustion chamber after being combusted, and meanwhile, the formed jet flame can be used as a dispersed energy source to ignite the mixed gas in the main combustion chamber, so that the turbulence intensity and the combustion rate are effectively improved, the knocking tendency is slowed down, and the compression ratio is improved.
However, exhaust gas generated after combustion of the combustible mixture in the pre-combustion chamber may affect combustion stability, thereby affecting thermal efficiency and emission. However, the exhaust emission of the combustion chamber in the prior art is uneven and insufficient, and the combustion stability and the thermal efficiency are affected.
It is therefore important to provide a new way of scavenging to sweep the exhaust gases in the prechamber.
The above information disclosed in the background section is only for enhancement of understanding of the background of the application and therefore it may contain information that does not form the prior art that is already known to a person of ordinary skill in the art.
Disclosure of Invention
An object of the present application is to provide a scavenging device capable of efficiently scavenging exhaust gas in a combustion chamber.
Another object of the present application is to provide a control method of a scavenging device that efficiently scavenges exhaust gas in a combustion chamber.
Another object of the present application is to provide an automobile that can efficiently sweep exhaust gas in a combustion chamber.
In order to solve the technical problems, the application adopts the following technical scheme:
according to one aspect of the present application, there is provided a scavenging device arranged on an intake duct of a precombustor, the scavenging device comprising at least a main body, a piston assembly and a valve assembly. The main body is provided with an air suction port and an air outlet; and a gas compression cavity communicated with the air suction port and the air outlet is formed in the main body; the air outlet is communicated with an air inlet pipeline; the piston assembly is arranged in the gas compression cavity; the piston assembly comprises a piston which can move along the air compression cavity so as to form a negative pressure state in the space where the air suction port is positioned, and thus external air is sucked; the piston is moved to seal the air outlet and compress the air in the air compression cavity; the valve component is arranged at the air outlet to block the air outlet; the valve assembly is used for opening the air outlet after the air pressure in the air compression cavity meets the set pressure condition so as to output high-pressure air to sweep the waste gas in the precombustion chamber.
In some embodiments, the piston divides the gas compression chamber into a first movable chamber and a second movable chamber; the air outlet is connected with the first movable chamber, and the air suction port is arranged on the wall of the chamber; the piston moves along the cavity wall in a first direction to enable the air suction port to be communicated with the first movable cavity, and enables the volume of the first movable cavity to be increased to form a negative pressure state, so that external air can be sucked through the air suction port; the piston moves along the chamber wall in a direction opposite to the first direction to close the suction port and the first movable chamber and compress the gas in the first movable chamber.
In some embodiments, the gas compression chamber includes a first chamber and a second chamber in communication with each other; the air suction port penetrates through the cavity wall of the first cavity, and the piston moves along the cavity wall of the first cavity.
In some embodiments, the air outlet extends through a wall of the second chamber; the valve assembly is located in the second chamber and is blocked at the air outlet.
In some embodiments, the body extends outwardly to form a first compression portion and a second compression portion; the first compression part and the second compression part are respectively provided with a cavity; the two cavities are communicated through a channel to form a gas compression cavity; the piston is positioned in one of the cavities; the piston is provided with a piston base and a piston rod; with the piston moving towards the channel and compressing the gas compression chamber, the piston rod is located within the channel.
In some embodiments, the piston assembly further comprises a rotating crankshaft and a movable connecting rod; the first end of the rotary crankshaft is fixed on the main body, the second end of the rotary crankshaft is connected with the first end of the movable connecting rod, and the other end of the movable connecting rod is connected with the piston; the scavenging device also comprises a controller which is in control connection with the rotating crankshaft and the valve assembly to control the valve assembly to open the air outlet according to the rotation angle and/or the displacement of the rotating crankshaft.
In some embodiments, a first gas pressure sensor is disposed within the gas compression chamber; the controller is electrically connected with the first air pressure sensor and is used for controlling the air valve assembly to open the air outlet according to the air pressure detected by the first air pressure sensor.
In some embodiments, the valve assembly includes a control valve and a valve; the circumferential surface of the air outlet is provided with an elastic sealing gasket; under the condition that the control valve controls the valve to be closed, the elastic sealing gasket is clamped between the valve and the air outlet to seal the air compression cavity.
In some embodiments, the scavenging device further comprises a pre-mix chamber in communication with the induction port through an induction line; a fuel injection device is arranged in the premixing chamber and is used for injecting fuel so as to mix in the premixing chamber to form a combustible gas mixture; the air suction pipe is provided with a one-way air valve, and the one-way air valve is communicated under the condition that the air pressure in the air compression cavity is lower than that of the premixing chamber.
According to another aspect of the present application, there is also provided a control method of a scavenging device, the scavenging device being any one of the scavenging devices as described above, the control method including: receiving a scavenging instruction, and controlling the piston to move along the air compression cavity so as to form a negative pressure state in a space where the air suction port is positioned, thereby sucking external air; controlling the piston to move so as to block the air outlet and compress the air in the air compression cavity; and after the air pressure in the air compression cavity meets the set pressure condition, controlling the valve assembly to open the air outlet so as to output high-pressure air to sweep the waste gas in the precombustion chamber.
According to a further aspect of the present application there is also provided an automobile comprising a main combustion chamber, a prechamber and any scavenging means as described hereinbefore; the main combustion chamber has an exhaust assembly; the scavenging device is arranged at an air inlet of the pre-combustion chamber and is used for outputting the waste gas in the pre-combustion chamber to the main combustion chamber and discharging the waste gas out of the automobile through the exhaust assembly.
According to the technical scheme, the beneficial effects of the application are as follows: in this application, realize the introduction of external gas and to the pressure boost of gas compression chamber through the reciprocating motion of piston to widen the usable atmospheric pressure scope of scavenging device, make the precombustion room all can realize stable scavenging in each atmospheric pressure scope, guarantee the stable combustion of combustion chamber in each atmospheric pressure scope. On the other hand, by controlling the opening time point and the opening time length of the valve assembly, scavenging can be performed in any required time period, the flexibility of scavenging can be improved, and the improvement of scavenging efficiency is realized.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application.
Drawings
The above and other objects, features and advantages of the present application will become more apparent by describing in detail exemplary embodiments thereof with reference to the attached drawings.
Fig. 1 is a schematic structural view of a scavenging device according to an embodiment of the present application.
Fig. 2 is a schematic structural view of a first chamber and a second chamber according to an embodiment of the present application.
FIG. 3 is a schematic view of a scavenging device and a prechamber according to one embodiment of the present application.
Fig. 4 is a schematic structural view of a scavenging device according to an embodiment of the present application.
FIG. 5 is a schematic illustration of a scavenging device incorporating a prechamber and engine assembly according to one embodiment of the present application.
Fig. 6 is a flowchart of a control method of the scavenging device according to an embodiment of the present application.
Fig. 7 is a flowchart of a control method of the scavenging device according to another embodiment of the present application.
The reference numerals are explained as follows:
10. a main body; 20. a gas compression chamber; 30. a piston; 50. a valve assembly; 60. a premixing chamber; 100. a precombustion chamber 400, a main combustion chamber;
11. an air suction port; 12. an air outlet; 13. a first compression section; 14. a second compression section;
111. a one-way gas valve; 112. an air suction line;
201. a first movable chamber; 202. a second movable chamber; 203. a first chamber; 204. a second chamber;
31. a piston base; 32. a piston rod; 33. rotating the crankshaft; 34. a movable connecting rod;
51. an armature; 52. an elastic member; 53. a control valve; 54. a valve; 55. an elastic sealing gasket;
61. a fuel injection device; 62. an air inlet;
101. an air intake duct; 102. a spark plug; 103. an air jet;
402. an air inlet channel; 403. an intake valve; 404. an exhaust passage; 405. an exhaust valve; 406. an inlet injector; 407. a main combustion chamber fuel injector.
Detailed Description
While this application is susceptible of embodiment in different forms, there is shown in the drawings and will herein be described in detail, specific embodiments thereof with the understanding that the present disclosure is to be considered as an exemplification of the principles of the application and is not intended to limit the application to that as illustrated herein.
Thus, reference to one feature indicated in this specification will be used to describe one of the features of an embodiment of the application, and not to imply that each embodiment of the application must have the described feature. Furthermore, it should be noted that the present specification describes a number of features. Although certain features may be combined together to illustrate a possible system design, such features may be used in other combinations not explicitly described. Thus, unless otherwise indicated, the illustrated combinations are not intended to be limiting.
In the embodiments shown in the drawings, indications of orientation (such as up, down, left, right, front and rear) are used to explain the structure and movement of the various elements of the present application are not absolute but relative. These descriptions are appropriate when these elements are in the positions shown in the drawings. If the description of the position of these elements changes, the indication of these directions changes accordingly.
Example embodiments will now be described more fully with reference to the accompanying drawings. However, the exemplary embodiments may be embodied in many forms and should not be construed as limited to the examples set forth herein; rather, these example embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the example embodiments to those skilled in the art. The drawings are merely schematic illustrations of the present application and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar parts, and thus a repetitive description thereof will be omitted.
Preferred embodiments of the present application are further elaborated below in conjunction with the drawings of the present specification.
Fig. 1 is a schematic structural view of a scavenging device according to an embodiment of the present application. As shown in fig. 1, the scavenging means comprises at least a main body 10, a piston assembly and a valve assembly 50. The main body is provided with an air inlet 11 and an air outlet 12, and an air compression cavity 20 communicated with the air inlet 11 and the air outlet 12 is formed in the main body. The scavenging device is arranged on an air inlet pipeline of the precombustion chamber and is used for scavenging waste gas in the precombustion chamber.
Wherein the main body 10 is made of a fire-resistant rigid material, and the sides of the main body 10 can be coupled using a connector to form a box-like structure, thereby improving structural strength. The body 10 may include inner and outer housings, and the gas compression chamber 20 may be formed in the inner housing.
The upper air outlet 12 opened in the housing is connected with an air inlet pipe of the precombustor to be able to output high pressure air to the precombustor, thereby sweeping exhaust gas in the precombustor.
The piston assembly is mounted within the gas compression chamber 20. The piston assembly at least comprises a piston 30, and the piston 30 is made of materials with small thermal expansion coefficient, small specific gravity and good antifriction property and thermal strength.
The piston can move along the air compression cavity to form a negative pressure state in the space where the air suction port is positioned, so that external air can be conveniently sucked, the piston can block the air outlet through moving, and the air in the air compression cavity is compressed; the valve assembly is arranged at the air outlet to seal the air outlet, and is also used for opening the air outlet after the air pressure in the air compression cavity meets the set pressure condition so as to output high-pressure air to sweep the waste gas in the precombustion chamber.
Therefore, in the application, the introduction of external gas and the pressurization of the gas compression cavity are realized through the reciprocating movement of the piston, so that the applicable air pressure range of the scavenging device is widened, the stable scavenging of the precombustion chamber in each air pressure range can be realized, and the stable combustion of the combustion chamber in each air pressure range is ensured. On the other hand, by controlling the opening time point and the opening time period of the valve assembly 50, scavenging at any required period can be performed, so that the flexibility of scavenging can be improved, and the scavenging efficiency can be improved.
In one embodiment, as shown in FIG. 1, the piston 30 is a member capable of reciprocating along the chamber wall of the gas compression chamber 20. The gas compression chamber 20 is divided into a first movable chamber 201 and a second movable chamber 202 by the piston 30. It will be readily appreciated that the volumes of the first movable chamber 201 and the second movable chamber 202 vary with the movement of the piston. Specifically, in the case where the piston 30 moves to compress the first movable chamber 201, the volume of the second movable chamber 202 increases, whereas in the case where the piston 30 moves to compress the second movable chamber 202, the volume of the first movable chamber 201 increases.
In this embodiment, the introduction of the external gas and the compression of the gas in the first movable chamber 201 are achieved by the movement of the piston 30. Specifically, the air outlet 12 is held in the first movable chamber 201, that is, the space in which the air outlet 12 is located is referred to as the first movable chamber 201, and the movement range of the piston 30 does not include the position in which the air outlet 12 is located. The suction port 11 is provided in the chamber wall and is included in the movement range of the piston 30.
The first direction is the direction in which the piston 30 is away from the air outlet 12. It will be readily appreciated that as the piston 30 moves away from the air outlet 12, the area of the first movable chamber 201 increases and the air pressure decreases. Specifically, when the piston 30 moves along the wall of the cavity in the first direction, the air suction port 11 is incorporated into the first movable chamber 201, so that the volume of the first movable chamber 201 is continuously increased until a negative pressure state is formed, wherein the negative pressure state refers to that the air pressure in the first movable chamber 201 is lower than the external air pressure, and under the action of the air pressure, the first movable chamber 201 can actively suck the external air through the air suction port 11. The opposite direction to the first direction is the direction toward the air outlet 12. During the movement of the piston 30 toward the air outlet 12, the piston 30 closes the air inlet 11, and the volume of the first movable chamber 201 decreases and the air pressure increases. And if the piston 30 continues to move toward the air outlet 12, the air pressure in the first movable chamber 201 can be continuously increased.
A valve assembly 50 is disposed at the air outlet 12 for blocking the air outlet 12. The valve assembly 50 is used for opening the air outlet 12 after the air pressure in the first movable chamber 201 meets the set pressure condition, so as to output high-pressure air to sweep the exhaust gas in the precombustion chamber.
Thus, in this embodiment, on the one hand, the introduction of the external air and the pressurization of the first movable chamber 201 are achieved by the reciprocating movement of the piston 30, so that the applicable air pressure range of the scavenging device is widened, the stable scavenging of the precombustion chamber can be achieved in each air pressure range, and the stable combustion of the combustion chamber in each air pressure range is ensured. On the other hand, by controlling the opening time point and the opening time period of the valve assembly 50, scavenging at any required period can be performed, so that the flexibility of scavenging can be improved, and the scavenging efficiency can be improved.
In addition, under the condition that the engine is in a small load working condition, the movement of air flow in the engine cylinder is weak, and the waste gas in the main combustion chamber is not easy to discharge after entering the precombustion chamber, so that the ignition and combustion stability are deteriorated, and the application of the precombustion chamber in small load is limited. The inability to smoothly discharge exhaust gases from the prechamber results in deterioration of the ignition and combustion stability of the prechamber, and therefore limits the application of exhaust gas recirculation (Exhaust Gas Return, EGR) techniques to prechamber engines. Specifically, the EGR technique is a technique of returning part of exhaust gas discharged from an engine to an intake pipe and re-entering a cylinder together with fresh mixed air. EGR systems are the primary means of reducing nitrogen oxides (NOx) in exhaust gases. But the internal space of the precombustion chamber is narrow, so that the exhaust emission capacity of the precombustion chamber is limited. Thus, the EGR technique is limited when the exhaust gas is not smoothly discharged.
Furthermore, lean combustion is widely recognized as an effective means for improving engine thermal efficiency and emissions, and engine thermal efficiency gradually increases with increasing dilution ratio over a range. When the dilution of the mixed gas in the main combustion chamber of the precombustion chamber engine is larger, the combustion cannot be stably carried out under the condition of larger dilution of the mixed gas due to larger ignition energy required by gasoline fuel, so that the cycle fluctuation is larger, the combustion performance of the engine is deteriorated, and the application of the precombustion chamber under the condition of large air-fuel ratio of lean combustion is limited.
The scavenging device provided by the application is favorable for improving the combustion stability of the precombustor, further influencing the thermal efficiency and emission, being favorable for pertinently solving the problems of the precombustor when the technologies such as EGR and lean combustion are applied under the small load working condition, widening the small load limit of the precombustor application, ensuring the application of the EGR technology on the precombustor and further widening the lean combustion limit of the precombustor technology engine.
Fig. 2 is a schematic structural view of a first chamber and a second chamber according to an embodiment of the present application. As shown in fig. 2, the gas compression chamber 20 may include a first chamber 203 and a second chamber 204 in communication with each other. The air suction port penetrates through the cavity wall of the first cavity, and the piston moves along the cavity wall of the first cavity.
Specifically, the air suction port 11 and the piston 30 are both disposed in the first chamber 203, so that the piston 30 is convenient to let out or close the air suction port, the introduction of external air and the pressurization of the first movable chamber are convenient to be realized, and the working stability of the compression assembly can be improved. In this embodiment, the piston 30 is used to compress the gas in the first chamber 203 to raise the gas pressure in the first chamber 203 and the second chamber 204, so the volume of the first chamber 203 may not be too small to affect the compression effect.
The air outlet 12 may be disposed in the first chamber, illustratively, may be located at the bottom of the first chamber 203 to avoid the movement track of the piston 30. In some embodiments, the air outlet 12 may also penetrate through the wall of the second chamber 204 to ensure the separation of the moving track of the piston 30, and the valve assembly may be located in the second chamber 204 and plugged to the air outlet 12, so that the moving tracks of the piston assembly and the valve assembly do not affect each other even in the strong vibration process of the scavenging device, thereby improving the working stability of the scavenging device.
In some embodiments, the air suction port 11 may also be communicated with the air suction pipeline 112, and the air suction pipeline 112 may be provided with a one-way air valve 111, so as to avoid air in the air compression cavity from flowing out, and further improve the tightness of the air compression cavity.
FIG. 3 is a schematic view of a scavenging device and a prechamber according to one embodiment of the present application. As shown in fig. 3, the main body 10 extends outward to form a first compression portion 13 and a second compression portion 14. The first compression part 13 and the second compression part 14 respectively have a cavity, and the two cavities can be communicated through a channel to form a gas compression cavity 20. The cavity may be of a regular cylindrical or rectangular parallelepiped configuration to promote structural rigidity, and facilitate volume and compression calculations.
In this embodiment, as shown in fig. 3, the first movable chamber 201 is a part made up of 203a and 203 b. The piston moves in a cavity formed in the second compression portion 14.
In one embodiment, the piston may have a piston base 31 and a piston rod 32, where the piston moves toward the channel and compresses the gas compression chamber, the piston rod 32 is located in the channel, so that the piston rod occupies the volume in the channel, so that the volume of the gas compression chamber formed after compression is regular, and the calculation and actual implementation of the compression rate are more accurate. The piston rod 32 may be perpendicular to the piston base 31 to assist in moving the piston along the passageway.
In some embodiments, the piston may be driven by a rotating crankshaft, that is, the piston assembly may also include a rotating crankshaft 33 and a movable connecting rod 34. Wherein, the first end of the rotary crankshaft 33 is fixed on the main body 10, the second end of the rotary crankshaft 33 is connected with the first end of the movable connecting rod 34, and the other end of the movable connecting rod 34 is connected with the piston 30 or the piston base 31, so that the movable connecting rod 34 can drive the piston to reciprocate by controlling the rotary crankshaft 33 to rotate. Since the rotational displacement or the rotational angle of the rotary crankshaft 33 is easily known according to the control signal of the controller, the position of the piston can be known according to the rotational angle and/or the rotational displacement of the rotary crankshaft, so as to obtain the compression degree of the gas in the gas compression cavity, and further control the valve assembly to open the gas outlet.
Therefore, the controller can control the valve assembly to open at a plurality of moments, schematically, in the compression process or after the compression process is finished, and can also control the valve assembly to open the air outlet at any set rotation angle or rotation angle of the rotating crankshaft so as to output high-pressure gas to the precombustion chamber for scavenging, thereby realizing the improvement of the scavenging flexibility.
In some embodiments, a first air pressure sensor is disposed in the air compression chamber, and the controller is further electrically connected to the first air pressure sensor for controlling the air valve assembly to open the air outlet according to the air pressure detected by the first air pressure sensor. Thus, the high-pressure gas having at least the set pressure can be outputted to sweep the exhaust gas. Further, in another embodiment, a second air pressure sensor may be disposed in the precombustion chamber, where the second air pressure sensor is also connected to the controller, and the air outlet is opened for scavenging when the air pressure in the air compression chamber is greater than the air pressure in the precombustion chamber and the precombustion chamber is not combusted, so as to further improve the scavenging flexibility and the scavenging efficiency.
In some embodiments, the valve assembly may include a control valve 53 and a valve 54, the circumferential surface of the gas outlet being provided with a resilient gasket 55, the resilient gasket 55 being sandwiched between the valve 54 and the gas outlet to seal the first movable chamber 203 or the gas compression chamber 20 in the event that the control valve 53 controls the valve to close. Specifically, as shown in fig. 3, the valve assembly further includes an elastic member 52 and an armature 51. The valve 54 comprises a valve stem, one end of which is fixedly connected with the armature 51 and the other end of which is fixedly connected with a valve plug. The elastic member 52 may be wound around the valve stem, and both ends respectively act on the armature 51 and the body. The control valve 53 may be a solenoid valve. When the solenoid valve is energized, the armature 51 is attracted to depress the valve 54, causing the air outlet to open. Under the condition that the electromagnetic valve is powered off, the elastic piece 52 enables the air valve 54 to be lifted up, so that the elastic sealing gasket 55 is clamped between the air valve 54 and the air outlet, the sealing performance of the first movable chamber 203 or the air compression chamber 20 is improved, and the compression effect is guaranteed.
In one embodiment, the controller may be an ECU that is coupled to the valve assembly, the piston assembly, and the sensors to provide integrated control of the scavenging device.
Fig. 4 is a schematic structural view of a scavenging device according to an embodiment of the present application. As shown in fig. 4, the scavenging device further comprises a premixing chamber 60, which premixing chamber 60 can communicate with the intake port via an intake line 112, the premixing chamber 60 being adapted to provide a mixture gas for compression in the gas compression chamber, so that the high-pressure mixture gas can sweep off not only the exhaust gases, but also be used for pre-combustion.
Specifically, a fuel injection device 61 may be disposed within the premixing chamber 60. Also within the premixing chamber is an air inlet 62, and a fuel injection device 61 injects fuel into the premixing chamber 60 to create a back flow within the premixing chamber 60 to mix sufficiently with air to form a combustible mixture. Wherein the amount of fuel injected by the fuel injection means 61 is controllable so that a combustible mixture of a suitable concentration can be formed. The premixing chamber 60 may be a specially provided mixing chamber or may be a partial section of an air intake passage, and the air intake passage needs to have a gas injection capability so as to uniformly mix the fuel and the external gas. A one-way gas valve may be disposed in the suction line 112 to prevent backflow of the combustible mixture and to enhance the tightness of the gas compression chamber.
The prechamber 100 comprises a spark plug 102, an inlet duct 101 and an air jet 103. The air jet is used for communicating with the main combustion chamber.
In the actual working process, an external controller or ECU controls an oil injector in a premixing cavity to spray a certain amount of fuel according to the working condition of an engine, a combustible mixed gas with controllable concentration is formed in the premixing cavity and air, a crankshaft connecting rod mechanism controls a compression piston to move so that the compression cavity forms a certain vacuum degree, the combustible mixed gas in the premixing cavity is sucked into the compression cavity through the vacuum degree, then the compression piston moves downwards to seal an air passage communicated with the compression cavity by virtue of a structure, the compression cavity becomes a closed space, the compression piston continues to move downwards to compress the combustible mixed gas in the compression cavity, the gas pressure in the compression cavity is increased to 30-50 bar or even higher, when the pressurized combustible mixed gas is sprayed into a precombustion chamber, a valve assembly is controlled to be opened and closed by an electromagnetic valve, the time of spraying the gas is controllable, the requirements of various working conditions of the actual engine can be flexibly met, the pressurized gas can be sprayed into the precombustion chamber 100 in the compression stroke or the compression top dead center, the combustible mixed gas with proper concentration and controllable concentration can be formed near the spark plug 102 and in the precombustion chamber 100 before the spark plug 102 jumps, the precombustion chamber can completely remove the waste gas in the precombustion chamber, and the precombustion chamber can completely remove the stability of the precombustion chamber.
FIG. 5 is a schematic illustration of a scavenging device incorporating a prechamber and engine assembly according to one embodiment of the present application. As shown in fig. 5, the prechambers communicate through the jet main combustion chamber.
The engine mainly comprises a main combustion chamber 400, a main piston 401 moving along the cavity wall of the main combustion chamber 400, an air inlet 402, an air inlet 403, an air outlet 404 and an air outlet 405 which are arranged on the main combustion chamber 400. An intake port injector 406 disposed on intake port 402 and a main combustion chamber injector 407 disposed on main combustion chamber 400.
The precombustor may communicate with the main combustion chamber 400 through a plurality of annular air jets, and exhaust from the precombustor may be exhausted from the exhaust valve 405 after entering the main combustion chamber through the air jets.
Thus, the exhaust gas in the precombustion chamber and the main combustion chamber can be cleaned.
Fig. 6 is a flowchart of a control method of the scavenging device according to an embodiment of the present application. As shown in fig. 6, the scavenging means control method includes at least the following steps S601 to S603.
Step S601, receiving a scavenging instruction, and controlling the piston to move along the air compression cavity so as to form a negative pressure state in a space where the air suction port is positioned, thereby sucking external air;
step S602, controlling the piston to move so as to block the air outlet and compress the air in the air compression cavity;
and step S603, after the air pressure in the air compression cavity meets the set pressure condition, controlling the air valve assembly to open the air outlet so as to output high-pressure air to sweep the waste gas in the precombustion chamber.
Therefore, the introduction of external gas and the pressurization of the gas compression cavity are realized through the reciprocating movement of the piston, so that the applicable air pressure range of the scavenging device is widened, the stable scavenging of the precombustion chamber can be realized in each air pressure range, and the stable combustion of the combustion chamber in each air pressure range is ensured. On the other hand, by controlling the opening time point and the opening time length of the valve assembly, scavenging in any required period can be achieved, the flexibility of scavenging can be improved, and the scavenging efficiency is improved.
Fig. 7 is a flowchart of a control method of the scavenging device according to another embodiment of the present application. As shown in fig. 7, the scavenging means control method includes at least the following steps S701 to S703.
In step S701, a scavenging command is received, the piston is controlled to move along the chamber wall in the first direction so that the intake port communicates with the first movable chamber, and the volume of the first movable chamber is increased to form a negative pressure state, whereby external air can be taken in through the intake port.
In step S702, the control piston moves along the wall of the chamber in the opposite direction to the first direction to close the air inlet and seal the first movable chamber, so as to compress the gas in the first movable chamber.
And step 703, after the air pressure in the first movable chamber meets the set pressure condition, controlling the air valve assembly to open the air outlet so as to output high-pressure air to sweep the exhaust gas in the precombustion chamber.
Specifically, the scavenging command may be issued by monitoring the gas conditions in the precombustion chamber, or may be issued before the combustion process is set, or may be issued according to the operating conditions of the engine. After an external controller or ECU receives a scavenging instruction, a driving mechanism of the piston controls the piston to move so as to form a certain vacuum degree in a first movable chamber, combustible mixed gas in or outside a premixing cavity is sucked into the first movable chamber through the vacuum degree, then the piston moves downwards to seal an air suction port by virtue of a piston structure, the first movable chamber becomes a sealed space, the piston continues to move downwards to compress the combustible mixed gas in a compression cavity, the gas pressure in the compression cavity is increased to 30-50 bar or even higher, the position of the engine piston is judged through the external controller or ECU, the electromagnetic valve is controlled to work so as to open an air outlet near the top dead center, the residual waste gas in a precombustion chamber is output, the combustible mixed gas with proper concentration is formed near the spark plug, then the electromagnetic valve is controlled to be closed before the spark plug is ignited, and combustion is started in the precombustion chamber. Therefore, the exhaust gas in the precombustion chamber can be cleaned, the scavenging efficiency is improved, the ignition stability and the lean combustion limit of the engine under the precombustion chamber technology can be greatly improved, the ignition stability of the engine under the precombustion chamber structure limit and the ignition stability of the engine when the EGR technology is applied are effectively improved, and the method is simultaneously applicable to the application of the active precombustion chamber and the passive precombustion chamber technology.
According to a further aspect of the present application there is also provided an automobile comprising a combustion chamber, a prechamber and any scavenging means as described hereinbefore. The main combustion chamber has an exhaust assembly; the scavenging device is arranged at an air inlet of the pre-combustion chamber and is used for outputting the waste gas in the pre-combustion chamber to the main combustion chamber and discharging the waste gas out of the automobile through the exhaust assembly. Therefore, the ignition stability of the engine combustion chamber can be effectively improved by improving the scavenging efficiency of the engine combustion chamber of the automobile, and the working stability of the automobile is further improved.
While the present application has been described with reference to several exemplary embodiments, it is understood that the terminology used is intended to be in the nature of words of description and illustration rather than of limitation. As the present application may be embodied in several forms without departing from the spirit or essential attributes thereof, it should be understood that the above-described embodiments are not limited by any of the details of the foregoing description, but rather should be construed broadly within its spirit and scope as defined in the appended claims, and therefore all changes and modifications that fall within the metes and bounds of the claims, or equivalences of such metes and bounds are therefore intended to be embraced by the appended claims.
Claims (10)
1. A scavenging device, characterized in that the scavenging device is arranged on an intake duct of a prechamber, the scavenging device comprising:
the main body is provided with an air suction port and an air outlet; a gas compression cavity communicated with the air suction port and the air outlet is formed in the main body; the air outlet is communicated with the air inlet pipeline;
the piston assembly is arranged in the gas compression cavity; the piston assembly comprises a piston which can move along the air compression cavity so as to form a negative pressure state in the space where the air suction port is positioned, thereby sucking external air, and the piston can move to seal the air outlet and compress the air in the air compression cavity;
the air valve assembly is arranged at the air outlet to block the air outlet; the valve assembly is used for opening the air outlet after the air pressure in the air compression cavity meets the set pressure condition so as to output high-pressure air to sweep the waste gas in the precombustion chamber.
2. The scavenging device according to claim 1, characterized in that the piston divides the gas compression chamber into a first active chamber and a second active chamber; the air outlet is connected with the first movable chamber, and the air suction port is arranged on the wall of the air compression chamber; the piston moves along the cavity wall in a first direction to communicate the air suction port with the first movable chamber, and increases the volume of the first movable chamber to form a negative pressure state, so that external air can be sucked through the air suction port; the piston moves along the chamber wall in a direction opposite to the first direction to block the suction port and seal the first movable chamber and compress the gas in the first movable chamber.
3. The scavenging device according to claim 1, characterized in that the gas compression chamber comprises a first chamber and a second chamber communicating with each other; the air suction port penetrates through the cavity wall of the first cavity, and the piston moves along the cavity wall of the first cavity.
4. The scavenging device according to claim 1, characterized in that the main body extends outwardly forming a first compression portion and a second compression portion; the first compression part and the second compression part are respectively provided with a cavity; the two cavities are communicated through a channel to form the gas compression cavity; the piston is positioned in one of the cavities; the piston is provided with a piston base and a piston rod; the piston rod is located within the channel with the piston moving toward the channel and compressing the gas compression chamber.
5. The scavenging device of claim 1, wherein the piston assembly further comprises a rotating crankshaft and a movable connecting rod; the first end of the rotary crankshaft is fixed on the main body, the second end of the rotary crankshaft is connected with the first end of the movable connecting rod, and the other end of the movable connecting rod is connected with the piston;
the scavenging device further comprises a controller which is in control connection with the rotating crankshaft and the valve assembly, so that the valve assembly is controlled to open the air outlet according to the rotating angle and/or the displacement of the rotating crankshaft.
6. The scavenging device according to claim 1, characterized in that a first air pressure sensor is provided in the air compression chamber; the controller is electrically connected with the first air pressure sensor and is used for controlling the air valve assembly to open the air outlet according to the air pressure detected by the first air pressure sensor.
7. The scavenging device according to claim 1, characterized in that the valve assembly comprises a control valve and a valve; an elastic sealing gasket is arranged on the circumferential surface of the air outlet; and under the condition that the control valve controls the valve to be closed, the elastic sealing gasket is clamped between the valve and the air outlet so as to seal the air compression cavity.
8. The scavenging device according to any one of claims 1-7, characterized in that it further comprises a pre-mix chamber communicating with the suction port via a suction line; the premixing chamber is internally provided with a fuel injection device for injecting fuel so as to be mixed in the premixing chamber to form a combustible gas mixture;
the air suction pipeline is provided with a one-way air valve, and the one-way air valve is communicated under the condition that the air pressure in the air compression cavity is lower than the air pressure of the premixing chamber.
9. A control method of a scavenging device according to any one of claims 1 to 8, characterized in that the scavenging device is a scavenging device according to any one of claims 1 to 8, the method comprising:
receiving a scavenging instruction, and controlling the piston to move along the air compression cavity so as to form a negative pressure state in a space where the air suction port is positioned, thereby sucking external air;
controlling the piston to move so as to block the air outlet and compress the air in the air compression cavity;
and after the air pressure in the air compression cavity meets the set pressure condition, controlling the valve assembly to open the air outlet so as to output high-pressure air to sweep the waste gas in the precombustion chamber.
10. An automobile comprising a main combustion chamber, a prechamber and a scavenging device according to any one of claims 1 to 8; the main combustion chamber having an exhaust assembly;
the scavenging device is arranged at the air inlet of the precombustion chamber and is used for outputting the waste gas in the precombustion chamber to the main combustion chamber and discharging the waste gas out of the automobile through the exhaust assembly.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210263539.0A CN115217619B (en) | 2022-03-17 | 2022-03-17 | Scavenging device, control method thereof and automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210263539.0A CN115217619B (en) | 2022-03-17 | 2022-03-17 | Scavenging device, control method thereof and automobile |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115217619A CN115217619A (en) | 2022-10-21 |
| CN115217619B true CN115217619B (en) | 2023-08-08 |
Family
ID=83605963
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210263539.0A Active CN115217619B (en) | 2022-03-17 | 2022-03-17 | Scavenging device, control method thereof and automobile |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115217619B (en) |
Citations (30)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2305772A (en) * | 1939-08-09 | 1942-12-22 | Haage Konrad | Diesel power ram |
| US4215657A (en) * | 1977-09-23 | 1980-08-05 | Fiat Auto S.P.A. | Combustion chamber of a diesel cycle internal combustion engine |
| US4282845A (en) * | 1979-03-21 | 1981-08-11 | Toyota Jidosha Kogyo Kabushiki Kaisha | Internal combustion engine with exhaust gas accumulation chamber |
| GB8529259D0 (en) * | 1985-11-27 | 1986-01-02 | Peer S | Variable volume prechamber diesel engine |
| US5333582A (en) * | 1992-09-29 | 1994-08-02 | Isuzu Ceramics Research Institute Co., Ltd. | Pre-combustion chamber gas engine |
| JPH0953520A (en) * | 1995-08-11 | 1997-02-25 | Mitsubishi Motors Corp | Indirect injection type engine provided with exhaust gas recirculation device |
| JPH09158733A (en) * | 1995-12-11 | 1997-06-17 | Isuzu Ceramics Kenkyusho:Kk | Gas fuel feed device in indirect injection gas engine |
| JPH09158729A (en) * | 1995-12-08 | 1997-06-17 | Isuzu Ceramics Kenkyusho:Kk | Indirect injection gas engine |
| JPH10122000A (en) * | 1996-10-11 | 1998-05-12 | Isuzu Ceramics Kenkyusho:Kk | Variable compression ratio counter chamber type gas engine |
| JP2000073769A (en) * | 1998-09-03 | 2000-03-07 | Isuzu Ceramics Res Inst Co Ltd | Auxiliary chamber type gas engine having gas fuel compression means |
| JP2001193465A (en) * | 2000-01-17 | 2001-07-17 | Mitsubishi Heavy Ind Ltd | Diesel engine |
| CN1317631A (en) * | 2001-06-06 | 2001-10-17 | 车国轮 | Piston engine with variable compression ratio and insulating ceramic unit for gas distribution |
| US6354250B1 (en) * | 1999-06-15 | 2002-03-12 | Venancio Rodriguez Lopez | Internal combustion engine |
| EP1446564A1 (en) * | 2001-11-20 | 2004-08-18 | Jenbacher Aktiengesellschaft | Internal combustion engine |
| JP2005054749A (en) * | 2003-08-07 | 2005-03-03 | Hino Motors Ltd | Diesel engine and its operating method |
| JP2005232987A (en) * | 2004-02-17 | 2005-09-02 | Osaka Gas Co Ltd | Subsidiary chamber type engine |
| JP2012163042A (en) * | 2011-02-07 | 2012-08-30 | Mitsubishi Heavy Ind Ltd | Gas engine, sub-chamber gas supply control device for the gas engine, and method therefor |
| JP2013213486A (en) * | 2012-03-31 | 2013-10-17 | Shuichi Kitamura | Structure of internal combustion engine with unprecedented high efficiency |
| JP2014101824A (en) * | 2012-11-21 | 2014-06-05 | Mitsubishi Heavy Ind Ltd | Sub-chamber device, and engine including sub-chamber device |
| CN104018932A (en) * | 2014-05-19 | 2014-09-03 | 杨浩仁 | Reciprocating heat accumulating type internal combustion engine for air inlet and air outlet through scavenging duct |
| CN205078335U (en) * | 2015-10-13 | 2016-03-09 | 梁天宇 | Spark plug triggers formula homogeneity compression ignition engine |
| WO2016075361A1 (en) * | 2014-11-12 | 2016-05-19 | Wärtsilä Finland Oy | Lean-burn internal combustion gas engine provided with a dielectric barrier discharge plasma ignition device within a combustion prechamber |
| WO2017184610A1 (en) * | 2016-04-19 | 2017-10-26 | Board Of Trustees Of Michigan State University | Internal combustion engine |
| CN108331658A (en) * | 2018-02-05 | 2018-07-27 | 山东大学 | Improve the air supply system and method for natural gas engine frequency response based on precombustion chamber enriching |
| CN109083734A (en) * | 2017-06-14 | 2018-12-25 | 福特全球技术公司 | Precombustion-chamber ignition system |
| CN110206629A (en) * | 2019-04-25 | 2019-09-06 | 清华大学 | Active precombustion-chamber ignition system and combustion system for hybrid power engine |
| CN113062795A (en) * | 2020-01-02 | 2021-07-02 | 广州汽车集团股份有限公司 | Pre-combustion chamber fuel supply system and engine |
| CN214887352U (en) * | 2021-04-27 | 2021-11-26 | 东莞市晨兴智能精密装备有限公司 | Internal combustion engine |
| CN113982739A (en) * | 2021-11-18 | 2022-01-28 | 山东大学 | Turbulent jet ignition system, gas supply system and method for large-cylinder-diameter gas engine |
| CN114135390A (en) * | 2020-09-04 | 2022-03-04 | 广州汽车集团股份有限公司 | Engine and vehicle with same |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6694944B2 (en) * | 2001-12-20 | 2004-02-24 | Caterpillar Inc. | Rapid compression prechamber for internal combustion engine |
| US10161296B2 (en) * | 2012-11-27 | 2018-12-25 | Board Of Trustees Of Michigan State University | Internal combustion engine |
| US20170145900A1 (en) * | 2015-11-19 | 2017-05-25 | Caterpillar Inc. | Multiple Pre-Chamber Ignition Systems and Methods |
| US20190353088A1 (en) * | 2018-05-15 | 2019-11-21 | GM Global Technology Operations LLC | Variable volume pre-chamber for a combustion engine |
| US11002177B2 (en) * | 2018-11-15 | 2021-05-11 | Caterpillar Inc. | System and method for staged pre-chamber purging |
-
2022
- 2022-03-17 CN CN202210263539.0A patent/CN115217619B/en active Active
Patent Citations (30)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2305772A (en) * | 1939-08-09 | 1942-12-22 | Haage Konrad | Diesel power ram |
| US4215657A (en) * | 1977-09-23 | 1980-08-05 | Fiat Auto S.P.A. | Combustion chamber of a diesel cycle internal combustion engine |
| US4282845A (en) * | 1979-03-21 | 1981-08-11 | Toyota Jidosha Kogyo Kabushiki Kaisha | Internal combustion engine with exhaust gas accumulation chamber |
| GB8529259D0 (en) * | 1985-11-27 | 1986-01-02 | Peer S | Variable volume prechamber diesel engine |
| US5333582A (en) * | 1992-09-29 | 1994-08-02 | Isuzu Ceramics Research Institute Co., Ltd. | Pre-combustion chamber gas engine |
| JPH0953520A (en) * | 1995-08-11 | 1997-02-25 | Mitsubishi Motors Corp | Indirect injection type engine provided with exhaust gas recirculation device |
| JPH09158729A (en) * | 1995-12-08 | 1997-06-17 | Isuzu Ceramics Kenkyusho:Kk | Indirect injection gas engine |
| JPH09158733A (en) * | 1995-12-11 | 1997-06-17 | Isuzu Ceramics Kenkyusho:Kk | Gas fuel feed device in indirect injection gas engine |
| JPH10122000A (en) * | 1996-10-11 | 1998-05-12 | Isuzu Ceramics Kenkyusho:Kk | Variable compression ratio counter chamber type gas engine |
| JP2000073769A (en) * | 1998-09-03 | 2000-03-07 | Isuzu Ceramics Res Inst Co Ltd | Auxiliary chamber type gas engine having gas fuel compression means |
| US6354250B1 (en) * | 1999-06-15 | 2002-03-12 | Venancio Rodriguez Lopez | Internal combustion engine |
| JP2001193465A (en) * | 2000-01-17 | 2001-07-17 | Mitsubishi Heavy Ind Ltd | Diesel engine |
| CN1317631A (en) * | 2001-06-06 | 2001-10-17 | 车国轮 | Piston engine with variable compression ratio and insulating ceramic unit for gas distribution |
| EP1446564A1 (en) * | 2001-11-20 | 2004-08-18 | Jenbacher Aktiengesellschaft | Internal combustion engine |
| JP2005054749A (en) * | 2003-08-07 | 2005-03-03 | Hino Motors Ltd | Diesel engine and its operating method |
| JP2005232987A (en) * | 2004-02-17 | 2005-09-02 | Osaka Gas Co Ltd | Subsidiary chamber type engine |
| JP2012163042A (en) * | 2011-02-07 | 2012-08-30 | Mitsubishi Heavy Ind Ltd | Gas engine, sub-chamber gas supply control device for the gas engine, and method therefor |
| JP2013213486A (en) * | 2012-03-31 | 2013-10-17 | Shuichi Kitamura | Structure of internal combustion engine with unprecedented high efficiency |
| JP2014101824A (en) * | 2012-11-21 | 2014-06-05 | Mitsubishi Heavy Ind Ltd | Sub-chamber device, and engine including sub-chamber device |
| CN104018932A (en) * | 2014-05-19 | 2014-09-03 | 杨浩仁 | Reciprocating heat accumulating type internal combustion engine for air inlet and air outlet through scavenging duct |
| WO2016075361A1 (en) * | 2014-11-12 | 2016-05-19 | Wärtsilä Finland Oy | Lean-burn internal combustion gas engine provided with a dielectric barrier discharge plasma ignition device within a combustion prechamber |
| CN205078335U (en) * | 2015-10-13 | 2016-03-09 | 梁天宇 | Spark plug triggers formula homogeneity compression ignition engine |
| WO2017184610A1 (en) * | 2016-04-19 | 2017-10-26 | Board Of Trustees Of Michigan State University | Internal combustion engine |
| CN109083734A (en) * | 2017-06-14 | 2018-12-25 | 福特全球技术公司 | Precombustion-chamber ignition system |
| CN108331658A (en) * | 2018-02-05 | 2018-07-27 | 山东大学 | Improve the air supply system and method for natural gas engine frequency response based on precombustion chamber enriching |
| CN110206629A (en) * | 2019-04-25 | 2019-09-06 | 清华大学 | Active precombustion-chamber ignition system and combustion system for hybrid power engine |
| CN113062795A (en) * | 2020-01-02 | 2021-07-02 | 广州汽车集团股份有限公司 | Pre-combustion chamber fuel supply system and engine |
| CN114135390A (en) * | 2020-09-04 | 2022-03-04 | 广州汽车集团股份有限公司 | Engine and vehicle with same |
| CN214887352U (en) * | 2021-04-27 | 2021-11-26 | 东莞市晨兴智能精密装备有限公司 | Internal combustion engine |
| CN113982739A (en) * | 2021-11-18 | 2022-01-28 | 山东大学 | Turbulent jet ignition system, gas supply system and method for large-cylinder-diameter gas engine |
Non-Patent Citations (1)
| Title |
|---|
| 大缸径预混气体机燃烧过程仿真研究;陈荣祥;刘世通;高杰;张强;;内燃机(第04期);34-41页 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN115217619A (en) | 2022-10-21 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| DE60139645D1 (en) | TWO FUEL ENGINE | |
| CN110486142A (en) | Variable volume precombustion chamber for internal combustion engine | |
| CA1195567A (en) | Method and apparatus for supplying fuel to internal combustion engine | |
| US20150020765A1 (en) | Combustion bowl of piston | |
| JPS55156243A (en) | Cylinder fuel injection engine | |
| WO2022120031A1 (en) | Prechamber device for internal combustion engine | |
| CN115217619B (en) | Scavenging device, control method thereof and automobile | |
| JP5608175B2 (en) | Internal combustion engine with independent gas supply system without compression stroke | |
| US6883468B2 (en) | Premixed fuel and gas method and apparatus for a compression ignition engine | |
| US5664541A (en) | Diesel engine having auxiliary combustion chamber | |
| CN114233465A (en) | Ammonia fuel combustion system, engine and combustion control method | |
| CN114483286A (en) | Pre-combustion ignition device, combustion device and engine | |
| JPH06193447A (en) | Air-fuel mixture combustion method for internal combustion engine and perfect premix combustion compression ignition engine | |
| CN111577497A (en) | Dual-fuel injector | |
| JPH04166656A (en) | Sub-chamber type engine having exhaust gas recirculation device | |
| CN220815827U (en) | Compression ignition engine | |
| CN216518261U (en) | Ammonia fuel combustion system and engine | |
| CN217029154U (en) | Ignition device, internal combustion engine and vehicle | |
| CN116753090A (en) | hydrogen engine | |
| CN117167133A (en) | Compression ignition engine | |
| KR100511223B1 (en) | Combustion system of gasoline internal combustion engine for reducing pumping-lose | |
| CN203856567U (en) | Dual-fuel engine | |
| CN113915037A (en) | Two-stroke engine with double injection systems | |
| KR101124158B1 (en) | Diesel engine | |
| KR920000052B1 (en) | Low pollution high power internal combustion engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |